Engineer&#39;s valve.



No. 701,842. Patented .lune lo, |9o2.

u. CHRISTENSEN.

ENGINEEBS VALVE.

(Application filed Aug. 27, 1900.) (.No Model.) 2 SheetsSh'eet L m2NORRIS vzrzns co. PHOTO LITMO., WASHINGTON n. c.

No. 701,842. Patented June l0, I902.

N. A. CHRISTENSEN. v

ENGINEERS VALVE.

v (Application filed Aug. 27, 1900.)

(flo'MudeL) 2 Sheets-Sheet 2.

UNITED STATES PATENT OFFICE.

NlELS A. CHRISTENSEN, OF MILWAUKEE, \VISCONSIN.

ENGINEERS VALVE.

SPECIFICATION forming part of Letters Patent No. 701,842, dated June 10,1902.

Application filed August 27, 1900. Serial No. 28,149. (No model.)

T0 at whowt it may concern:

Be it known that I, NIELs A. CHRISTENSEN, a citizen of the UnitedStates, residing at Milwaukee,in the county of Milwaukee and State ofWisconsin, have invented certain new and useful Improvements inEngineers Valves, of which the following is a specification, referencebeing had to the accompanying drawings, forming a part thereof.

My invention relates to engineers valves of the kind shown in UnitedStates Letters Patent No. 644,127, issued to me February 27, 1900, andhaving automatic regulating or feed valves which control the supply ofcompressed air from the main reservoir to the train-pipe when the mainvalve is in release or running position.

The main object of my presentinvention is to insure the'restorationofthe proper working pressure in the train-pipe and prompt release ofthebrakes aftera service application of the brakes or a slight reductionin trainpipe pressure without manually opening the feed-valve or aby-pass between the train-pipe and main reservoir.

The invention consists in certain novel features in the construction andarrangement of component parts of an engineers valve, as hereinafterparticularly described,and pointed out in the claims.

In the accompanying drawings like letters and numerals designate thesame parts inthe several figures. a

Figure 1 is a vertical section of the valve on the broken line 1 1, Fig.3. Fig. 2 is'a similar section on the broken line 2 2, Fig. 4. Fig. 3 isa cross-section on the line 3 3,. Fig. 1. Fig. 4 is a similar section onthe line 4 4, Fig. 2. Fig. 5 is an inverted plan view of the casing ofthe expansion-chamber at the lower end of the main-valvo-operating stem.Fig. 6 is a horizontal section on the line 6 6, Fig. 2, of the mainvalve. Fig. 7'is a plan view of the main valve seat. Fig. 8 is a planview of the lower section of the valve-case; and Fig. 9 is a plan viewof'the valve, certain parts beingbroken away and shown in horizontalsection.

The valve case and its connections, the main valve, and the automaticregulating or feed valve may be like or similar to those shown in myformer patent above mentioned in general construction and arrangement,but are susceptible of modification within quite wide limits withoutafiecting the character of my present improvements and without departingfrom the principle and intended scope of my invention.

As shown in the drawings, the valve-case is preferably made in threeparts a, b, and c, which are separable from each other in substantiallyhorizontal planes and are secured together when assembled by bolts, asshown in several figures of .the drawings. The lower or base section isformed with necks d and e for the attachment of the main reservoir andtrain -pipes, respectively, as shown in Fig. 1, and with a threadedsocket f for the attachment of an exhaust or waste pipe. Ports orpassages g, 72-, andt' are formed through the upper face of this sectionin communication with the main-reservoir, train pipe, and exhaustconnections, as shown in Figs. 1, 2, and 8. The middle sectionb, whichhas a raised face on the upper side forming the seat for the main valve,is formed with supply, train-pipe, and exhaust ports j,

k, and Z, as shown in Fig. 7, and with a pas ,sagem, connecting thesupply-port j with the train-pipe port it, as shown in Figs; 2.and 7. Agraduating-groove n for service application of the brakes is formed inthe valve-seat and opens into the exhaustpor-tl on the side thereof nextto the train-pipe port'k, as shown in Fig. 7. The upper section or thecap a is formedwith a contracted tubular neck 0, in which the tubularvalve-operating stem 19 is fitted to turn, as shown in Figs. 1 and 2.'

qis the main valve,formed onthe underside with a tubular stem r,.whichis fitted to turn in a central square opening in the middle or seatsection b of the valve-case; It is formed, as shown in Figs. 4 and '6,with'a throughport 3, corresponding in size and shape with the port j inthe seat, and with a cavityt opening through its working face forconnecting the" train-pipe portk with the exhaustport 1 andgraduating-groove n in making emergency and service. applications of thebrakes. The tubular stem 0" forms a passage leading from the port g inthe base-section a into the main-valve chamber or the space above themain valve.

16 is the automatic regulating or feed Valve,

provided with awinged stem '22, which passes upwardly through and isguided in the tubular stem 0' of the main valve. A seat is formed forthe valve '11 in the lower end of the tubular stem 1'. A spring 10, heldin a socketformed therefor in the lower section a of the valve case,presses upwardly against the valve it and tends to close it.

The lower end of the stem 1) is enlarged and formed with a recess, andin this recess is loosely fitted a diaphragm-plate 0c, the stem y ofwhich is guided at its upper end in a sleeve 2, threaded and adjustablein the upper end of the stem 1). A spiral spring 1, surrounding the stemy and bearing at its upper end against the sleeve .2 and at its lowerend against the plate 00, tends to force the latter downward.

2 is a flexible diaphragm clamped at its outer edge to the rim or flangearound the lower enlarged end of the stem 1) by an internally-threadedflanged ring 3 and an externally-threaded annular nut 4, engaging; withsaid ring and bearing on the upper face of the enlargement at the lowerend of the stem 17. The ring 3 is formed, as shown in Figs 1, 2, and 5,with an open bridge or cross piece 5 below the diaphragm 2, and in theopening of this bridge-piece an elongated nut 6 is loosely fitted andscrewed upon a centrally-threaded projection on the under side of theplate 5);, so as to clamp the diaphragm centrally to said plate, one ormore washers being interposed between the nut and diaphragm, as shown inFigs. 1 and 2. The threaded projection on the under side of the plate 00bears normally against the upper end of the stem 4) of the feedvalve.The ring 3 is formed on the under side, as shown in Fig. 5, with lugs 7,which engage with lugs 8, formed on the upper side of the valve q, asshown in Figs. 2 and 4, for turning said valve with the stemp and at thesame time allowing the valve to freely adapt itself to its seat. A pin9, projecting laterally from the lower enlarged end of the stem 2) andengaging with a slot in the ring 3, as shown in Fig. 1, and a pin 10,projecting upwardly from the valve q and engaging with a hole in thering 3, as shown in Fig. 2, insures the assemblage of the several partsin the proper relation to each other.

The upper protruding end of the stem 1) is squared and provided with anoperating-handle 11, which has a spring-actuated detent 12, adapted topress against a notched flange 13 at the upper end of the neck 0 on thecap of the valve-case and to determine lap and'service positions of themain valve by engagement with shoulders on said flange. A projection 14on the handle 11, passing under the flange 13 on the cover of thevalve-case, retains the handle in place on the valve-operating stem 1)and prevents its removal, except when the projection is brought oppositea notch 15 in said flange and the main valve is on lap between releaseor running and service positions.

lVith the exception of the construction and arrangement of parts at thelower end of the valve-operating stem 1) the device as hereinbeforedescribed is substantially like that shown and described in my formerpatent.

16 is a push-pin for manually depressing the diaphragm-plate m andopening the feedvalve n. It is guided at its lower end in the sleeve andat its upper end, which is reduced, in a cap or plug 17, threaded in theupper end of the stem p. At its upper protruding end it is provided witha head or button. It is formed or provided with a valve 18, which isadapted to close upwardly against a seat in the lower end of the plug orcap 17. The cap 0 of the valve-case is formed on the face against whichthe enlarged lower end of the stem 1) bears, as shown in Figs. 1, 2, 3,and 4, with ports 19 and 20, communicating, respectively, with themain-valve chamber or the space between the enlarged end of the stem 2)and the cap 0 and with the space between the stem p and the neck 0 ofsaid cap. A port or passage 21 is also formed through the lower end ofthe stem 1) from the diaphragm-chamber to the face of the valve-case inwhich the ports 19 and '20 are located. This port or passage 21 is soarranged that it will register with the port 19 when the main valve isin service position, as shown in Fig. 1, and with the port 20 when themain valve is in running position, as shown in Fig. 2.

My improved valve mechanism operates as follows: \Vhen the main valve isturned by the engineer into service position and the port 21 is thusbrought opposite the port 19, as shown in Figs. 1 and 3, compressed airwill flow from the main-valve chamber or the space above the main valvethrough said ports into the diaphragm-chamber above the diaphragm 2.This will balance the trainpipe pressure on the under side of thediaphragm and allow the spring 1 to open the feed-valve u by theengagement of the projection on the under side of the plate a: with thestem 1) of said valve. Upon the admission of compressed air into thediaphragmchamber and the hollow stem 19 the valve 18 will be closedupwardly against its seat in the plug or cap 17, and thereby prevent thees-' cape of air to the atmosphere around the push-pin 16. If now aftermaking a service application of the brakes and a slight reduction intrain-pipe pressure the engineer turns the main valve back into lapposition, the compressed air admitted to the diaphragmchamber above thediaphragm will be retained in said chamber, counteracting the pressureon the under side of said diaphragm, and the spring 1 will still holdthe feed-valve a open. Under these conditions the pressure in themain-valve chamber or the space above the main valve will be the same asthat in the main reservoir; but as soon as the main valve is returned torelease and running position the port 21 will register with the port 20,as shown in Figs. 2 and 4, and the compressed air contained in thediaphragm-chamber and-the tubular stem 19 above the diaphragm will beallowed to gradually escape through the slight clearance-space betweensaid stem and the neck 0 of the cap. This escape of air will, however,be comparatively slow, and there being free communication between thetrain-pipe and the main reservoir through the ports and passagesh, 7a,m, and j, the feed-passage in the tubular stem 7*, and the port g, thefeed-valve u still being held open, the pressure in the train-pipe willbe promptly augmented and restored and the brakes will be positively andpromptly released without manually opening the feedvalve or a by-passbetween the main reservoir and train-pipe and without further care orattention on the part of the engineer. The push-pin 10 or other meansfor manually opening the feed-val ve may thus be dispensed with; but Iconsider it advisable to retain it as a safeguard in case of emergency.

Various changes in minor details of construction and arrangement may bemade within the scope ofmyinvention to adapt my improvements to variousforms of engineers valves of the class to which the invention isapplicable.

I claim 1. In an engineers valve the combination of a valve-case havingmain-reservoir and train-pipe connections and an exhaust-port, a mainvalve controlling the supply and release of fluid-pressure to and fromthe train-pipe, means for manually operating said valve, an automaticfeed-valve for restoring and maintaining the desired pressure in thetrain-pipe when the main valve is in running position, a movable partexposed on one side to trainpipe pressure, a spring acting on saidmovable part in opposition to the train-pipe pressure, and tending toopen said feed-valve, and a port or passage adapted to be opened and toadmit pressure to the other side of said movable part when the mainvalve isin service position, substantially as and for the purposes setforth.

2. In an engineers valve the combination of a valve-case havingmain-reservoir and train-pipe connections and an exhaust-port, a mainvalve controlling the supply and release of fluid-pressure to and fromthe train-pipe, means for manually operating said valve, an

' automatic feed-valve for restoring and maintainin g the desiredpressure in the train-pipe when the main valve is in running position, amovable part for operating said feed-valve exposed on one side totrain-pipe pressure, a spring acting on said movable part in oppositionto the train-pipe pressure and tending to open said feed-valve, andmeans operated by the main-valve-operating means to admit fluid-pressureto the opposite side of said movable part when the main valve is inservice position and to release such pressure when the main valve is inrunning position, substantially as and for the purposes set forth.

3. In an engiueers valve the combination witha main valve directlycontrolling the supply and release of fluid-pressure to and from thetrain-pipe, and a handle for operating said valve, of an automaticfeed-valve controlling the supply of fluid-pressure to the main valveand adapted to restore and maintain the desired pressure in thetrain-pipe when the main valve is in running position, a movable partfor operating said feed-valve, normally exposedlon one side totrain-pipe pressure, a spring tending to open said feedvalve and meansoperated by said handle for admitting pressure to the opposite side ofsaid movable part when the main valve is in position to apply thebrakes, substantially as and for the purposes set forth.

4. In an engincers valve the combination with a main valve directlycontrolling the supply and release of iiuid-pressure'to and from thetrain-pipe and a handle for operating said valve, of an automaticfeed-valve for restoring and maintaining the desired pressure in thetrain-pipe when the main valve is in running position, a movable partfor operatingsaid feed-valve normally exposed on one side to train-pipepressure, and means operated by said handle for admitting pressure tothe opposite side of said movable part when the main valve is in acertain position and releasing such pressure when the main valve is inanother position, substantially as and for the purposes set forth.

5. In an engineers valve the combination with a main valve controllingthe supply and release of fluid-pressure to and from the trainpipe and ahandle for operating said valve,

' of an automatic feed-valve adapted to restore and maintain the desiredpressure in the trainpipe when the main valve is in running position, amovable part normally exposed on one side to train-pipe pressure foroperating said feed-valve, a push-pin for manually operating saidmovable part and opening said feed-valve provided with a valve forclosing the opening in the valve-case through which said pin projects,and means operated by said handle for admitting pressure to the oppositeside of said movable part and closing the valve on the push-pin when themain valve is in a certain position and releasing such pressure when themain valve is in another position ,'substantially as and for thepurposes set forth.

6. In an engineers valve the combination in the valve-case and to admitpressure to the other side of said movable part when the main valve isin service position and to gradually release such pressure when the mainValve is in running position, and a spring acting on said movable partin a direction tending to open said feed-valve, substantially as and forthe purposes set forth.

'7. In an engineers valve the combination with a valve-case havingmain-reservoir and train-pipe connections and an exhaust-port and a mainvalve for controlling the supply and release or" fluid-pressure to andfrom the train-pipe, of an automatic feed-valve for restoring andmaintaining the desired pressure in the train-pipe when the main valveis in running position, a tubular stem for operating said main valve,fitted to turn in said case and provided with a movable part which isnormally exposed on one side to train-pipe pressure and with a portwhich is adapted to register with ports in the valve-case and to admitpressure to the other side of said movable part when the main valve isin service position and to gradually release such pressure when the mainvalve is in running position, a spring acting on said movable part in adirection tending to open said feed-valve, and a push-pin for manuallyoperating said movable part and opening said feed-valve, provided with avalve which is adapted to close the opening through which said pinpasses when pressure is admitted into said tubular stem, substantiallyas and for the purposes set forth.

In witness whereof I hereto afifix my signature in presence of twowitnesses.

NIELS A. CHRISTENSEN.

Witnesses:

CHAS. L. Goss, MAUDE L. EMERY.

